Internal-combustion engine



F. H. GILE.

INTERNAL COMBUSTION ENGlNE.

APPLICATION FILED MAR. 23, 1916.

1,335,323. Patented Mar. 30, 1920.

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UNITED STATES PATENT OFFICE.

FRED HENRY GILE, OF CLIFTONDALE, MASSACHUSETTS, ASSIGNOR, BY MESNE ASSIGN- MENTS, TO GEORGE K. WOODWORTH, TRUSTEE, OF BROOKLINE, MASSACHUSETTS.

Original application filed April 5, 1915, Serial No. 19,265.

Specification of Letters Patent.

Patented Mar. 30, 1920.

Serial No. 86,272.

To all whom it may concern.'

Be it known that I, FRED HENRY GILn, a citizen of the United States, and a resident of Cliftondale, in the county of Essex and State of Massachusetts, have invented a new and useful Improvement in Internal-Combustion Engines, of which the following is a specification.

My invention relates to internal combustion engines and more especially to singleacting engines of the combined pump and motor cylinder type, and its objects are to improve and simplify the construction thereof and increase the efficiency of the same in the manner hereinafter set forth.

This application is a division of my application Ser. No. 19,265, filed April 5, 1915.

The drawings which accompany and form a part of this specification show an illustrative embodiment of my invention, but it is to be understood that the construction herein particularly described may be widely varied without departing from the scope of my invention as defined by the appended claims.

In the drawings- Figure 1 is a vertical longitudinal section of the left-hand unit of a single-acting engine embodying my invention. Fig. 2 is a fragmentary sectional view taken on a plane at right angles to that of Fig. l. Fig. 3 is a side view of the bell crank and its cooperating cams.

In the particular drawings selected for more fully disclosing my invention, 1 represents a frame having a horizontal crankshaft 2 suitably journaled therein and supportino the cylinder 3 which is provided with a combustion chamber A at one end only and has a number of fuel passages, herein shown as the grooves or iiutes 11, arranged lengthwise in its bore, said grooves cemmunicating with or extending into said combustion chamber. While I do not limit myself to the number of iutes that may be employed I have found that from sixteen to twenty give good results. No hard and fast .rule can be given as to the number of the iiutes that will give the best results under all conditions of operation. They are not mere passageways or channels from the space between the pistons to the combustion chamber; but on the contrary they serve the additional function hereinafter more fully set forth of effecting a perfect or substantially perfect mixing of the charge of fuel and air. Their number depends in a Way upon the volume of the cylinder and their total cross sectional area depends upon the cross sectional area of the intake port. There must be a relatively large number of flutes so as thoroughly to sub-divide the charge and effect the complete mixing of the same. The total cross sectional area of the flutes must be such, due regard being had to the cubical contents of the cylinder and the cross sectional of the intake port, that theywill impose sufficient restraint to the passage of the gas therethrough as to enable the latter to acquire a relatively high velocity during such passage.

It will be understood that I'do not limit myself to the particular form or arrangement of fuel passages herein described for, as will be obvious, I may use any of the` means described in my application above referred to whereby the fuel charge is forced under pressure from the space between the pistons to the combustion chamber through a restricted passage such as that afforded by said grooves or flutes 4, as hereinafter described.

Arranged to reciprocate Within the cylinder are an imperforate sub-piston 5 and a Ycup-shaped power-piston 6, said sub-piston having a single head located between the combustion chamber and power piston. The sub-piston is shown in the present instance as connected by two rods 7, 7 to the inwardly-projecting lugs 8, 8, of the ring 9 arranged to reciprocate within the cylinder, said rods passing through bores extending throughout the entire length of the powerpiston 6 to more accurately guide the subpiston. The pitman 10 connects the powerpiston with the crank 11 to transmit the power developed in the cylinder to the main crank-shaft, the pitman being shown in the present instance as connected to the powerpiston by means of the wrist-pin 12 extending between the bosses 13 integral with said power-piston. Connecting-rods 14 are Divided and this application filed March 23, 1916.

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pivotally connected to the studs 15 integral with the ring 9 and to the rock-levers 16 secured to the counter-shaft 17 which is journaled in the bearings 18 located on the rear of the engine frame, the ends of said rock-levers extending forwardly so that the connecting-rods are substantially verticalwhen the crank 11 is in the position shown in Fig. 1, space thus being `provided for the swing of the pitman l0. rEhe counter-shaft 17 is` rocked by the bell-crank 19 pivotally connected to the frame at 20, the link 21, which engages the arm 22 on said countershaft and the upper arm of the bell-crank, communicating the motion of the latter to said countershaft.

The two arms of the bell-crank are bifurcated, and the rolls 23, 24 are journaled between the forks of the upper and lower arms respectively. rlhe cams 25, 26, rotating with the main shaft engage the rolls 23, 211 respectively. Either one of the two cams is cut to communicate .the proper motion to the arm of the bell-crank with which it coperates, and then the other cam is so cut that the two rolls are always held positively in contact with their respective cams, thereby eliminating the necessity for the usual spring arrangement employed to maintain firm contact between a cam and its follower.

It will be understood, however, that other means suoli as those described in my application referred to above may be employed to connect the pistons with the crankand counter-shafts, for example, a double pitman may connect the power-piston to the crank-shaft and a single connecting-rod passing through the power-piston and located between the pitmen, may connect the sub-piston to an arm on the counter-shaft.

The cylinder is provic ed with an exhaust passage 27 controlled by an inwardly-opening valve 2S normally held on its seat in the cylinder-head extension 29 by any suitable means and actuated by any suitable mechanism, an example of which has been described in the parent application.

The fuel inlet 50 is so locater that at the end of the in-stroke of the sub-piston the lower face of the latter is slightly above said inlet.

It will be understood of course that the foregoing detailed description comprises various elements which in the precise form shown in the drawings and described herein are not essential to my invention and that these parts may be considered simply as typical of the necessary elements of an internal combustion engine.

The salient feature of my invention consists, generally speaking, in apparatus for introducing and compressing a charge of gaseous or atomized combustible and air in the cylinder and so thoroughly, intimately and completely mixing the same during compression that complete combustion of the charge in the cylinder will result on ignition without producing free carbon or unburnt gases in the exhaust. Heretofore only an incomplete and by no means perfect mixing of the charge of fuel and air and combustion of the same above the piston have been attained, a portion of the unconsumed fuel being burned during its passage through the exhaust pipe and the balance being ex pelled therefrom, thereby greatly reducing the efficiency of the engine. These defects are overcome by my invention. Among the results obtained by such perfect and intimate mixture ofthe charge and the resulting complete combustion thereof are a greatly increased eiiiciency, the reduction of fuel required to develop a given power, the absence of smoke, unconsumed. gases and fire in the exhaust, this resulting in an odorless exhaust, the ability more readily to cool the cylinder, and a practically silent exhaust thereby obviating the necessity for a muiiler. Also by kvirtue of such perfect mixture one unit of my single-acting engine will develop the same power at one half of the speed required for the usual fourcycle engine having the same dimensions.

The means whereby l secure the intimate and perfect mixture of fuel and air above referred to are the iiutes or fuel passages a in the bore of the cylinder at the combustionchamber end thereof. A sj the power-piston approaches the head of the sub-piston the charge which is contained in the space between these two element-s is compressed and forced by such compression around said head through the flutes or fuel passages and is shot with great force against a solid body, which in the present instance is the cylinder'- head, in a number of relatively small streams, the number of said streams being suiliciently large to effect such a thorough, intimate and complete mixing of the charge that substantially complete combustion of the same in the cylinder will result on ignition.

The present application is limited Vto a single acting engine in which the sub-piston has a single head located between the combustion chamber and the power piston. By means of this construction I am enabled to obtain a longer suction stroke than when the sub-piston consists of two heads, one on cach side of the power piston, as in the case of the double acting engine shown in my applica.- tion Serial No. 19,265 above referred to.

The explosion of the compressed charge in the combustion chamber acts directly on the head of the sub-piston and by the latter is communicated to the power piston with which such head is then in contact as shown in Fig. 1. It is absolutely necessary that the two pistons shall travel at the 'same rate of speed without the slightest relative movement until the sub-piston shall have covered the inner ends of the flutes and it is essential that the subsequent relative movement between the pistons be created positively and that the sub-piston be controlled positively as distinguished from the construction shown in my prior Letters Patent No. 735,964 dated August 11, 1903, which has a iiying piston not controlled positively nor arranged for positive relative movement with respect to the power piston; and it is highly desirable that they shall remain in contact until the end of the power stroke of the sub-piston or duriirea substantial portion of such power stroke.

It will be obvious that the means governing the movement of the sub-piston must be very carefully designed to prevent any relative movement with respect to the powerpiston until the sub-piston shall have nearly reached the end of its stroke, and particularly, until the head of the sub-piston shall have covered the inner ends of the flutes. The reason ior this will be obvious from an inspection of the drawings in which the parts are shown in the position occupied immediately prior to ignition in the combustion chamber A. Should the power piston begin to move away from the head 5 of the subpiston before the latter covers the inner ends of the iiutes 4l, a portion of the effect of the explosion will be exerted against the lower face of said hea-d 5 in opposition to the force exerted on the upper face thereof. This will result in the creation of a relatively high pressure in the space between the pistons which will prevent the subsequent movement of the power piston with res ect to the subpiston from drawing a c arge of fuel through the inlet 30 into the said space.

The sub-piston is governed or controlled throughout the entire cycle by the cams 23, Q11-, which as above described, operate the bell-crank 19 and the latter is connected through the motion-reducirmr connection 9,2, 16, the arm 22 being shorter than the arm 16, with the ring 9 which acts as a cross-head. The cams are so designed and are so related to the crank 11, that both pistons travel in the same direction at the same initial rate of speed and without relative motion until the sub-piston nearly reaches the end of its stroke in either direction whereupon there is relative movement between the same. At the beginning' of the down-stroke or out-stroke the pistons are in contact and travel at the saine speed, substantially at the end of the out-stroke of the sub-piston the power-piston separates from the sub-piston and continues its out-stroke, at the beginning ott the upstrolre or iii-'stroke the pistons are separated and traif'el the same rate of speed until the sub-piston reaches Vthe end of its in-stroke, then while the power-piston is continuing its iii-stroke the sub-piston is slightly recalled until its lower face is a little above the inner ends of the flutes 4:, in which position the cam surfaces are concentric with the powershaft and consequently the sub-piston is held stationary until the power-piston reaches the end of its in-stroke as shown in the drawings.

While it will be understood that the several moving parts may be variously adjusted and timed, I prefer such adjustment and timing as will produce the following cycle When both pistons are at the end of their in-strokes, the head 5 of the sub-piston being in contact with the power piston, as shown in the drawings and the charge compressed in the combustion chamber A, the valve 28 being closed, the charge is fired and the resulting explosion causes both pistons to descend at the same rate of speed and without any relative movement until the subpiston nearly reaches the end of its` outstroke and its lower face is slightly above the fuel inlet 30, in which position it remains stationary until driven upwardly by the bell-crank.

The power-piston now separates from the sub-piston and continues its out-stroke, and, after uncovering the fuel inlet, creates a partial vacuum in the space between its upper face and the lower face of the sub-piston and draws a charge of fuel through said inlet into said space.

It will be noted that the fuel inlet is never suddenly placed in communication with 'said space at a time when there is a high degree of vacuum therein which would result in the forcible injection of a charge of fuel and the production of flooding, and that the admission of the charge is effected gradually and progressively by the movement of the power piston away from the head of the subpiston, such admission continuing until the power piston has reached the end of' its stroke.

At about the time that the power-piston reaches the end oi its out-stroke, the valve 28 opens, and then both pistons commence their in-strokes and rise at the same rate of speed until the sub-piston reaches the top of the cylinder, driving the burnt gases of the preceding explosion out of the combustion chamber A and through thel exhaust passage 27 and thereby preventing the admixture of the next charge with the burned gases resulting from the lprevious explosion. The sub-piston is then recalled until its lower face is slightly above the inner ends of the flutes 4, whereupon it remains stationary until the next explosion in the chamber A.

The power-piston continuing its iii-stroke compresses the charge in the space between its own upper face and the lower face of the sub-piston. The scavenging of the combustion chamber A is completed by a portion of the compressed charge passing thereinto by way of the flutes 4, whereupon the valve 2S is closed and the continuation of the inor 11p-stroke of the power-piston drives the rest of the fuel chargethrough said flutes into said combustion chamber and completes the compr-ession thereof.

It 4will be noted that the compression of the charge is continuous and increases progressively until the power piston reaches the end of its stroke, and that the charge is not permitted to expand after having reached its maximum pressure until it is fired.

Ignition then occurs again and the cycle is repeated, there being one explosion at each end of every iii-stroke or one per revolution of the crank-shaft for each unit of the singleacting engine.

Although a carbureter of the usual commercial type may be connected to the fuel inlet 30, -it will be understood that my engine does not require this attachment yand that any suitable device may be employed for introducing fuel and air in the cylinder, such fuel being in either gaseous or liquid form, and if in liquid form it may or may not be atomized. I have found that it is by no means necessary to use a highly combustible fuel, such as gasolene, inasmuch as crude oil or kerosene may be employed, and I may also use alcohol or illuminating gas.

Under certain conditions, the operation of the engine is improved by injecting water` into the cylinder from any suitable source Vconnected with the fuel inlet.

As I now understand the operation of my engine when a non-combustible such as water is injected into the cylinder with a combustible, the effect of such non-combustible is to lower the temperature of the compressed charge and to permit a much higher compression of the same without developing a temperature sufficiently high to produce preignition.

It will be understood that various modifications may be made without departing from the spirit of my invention.

Having thus described in detail an illustrative embodiment of my invention and explained the theory of operation thereof as I now understand it, without, however, limiting myself thereto, what I claim and desire to secure by Letters Patent is 1. An internal combustion engine comprising-a cylinder provided with a combustion chamber at one-end only, an imperforate sub-piston and a power-piston both arranged to reciprocate within said cylinder, said sub-piston having a single head located between said combustion chamber and said r sequently, positive relative movement be` tween the same.

2. An internal oombustlon engine comprising a cyhnder provided with a combustion chamber at one end only, a sub-piston and a power-piston both arranged to reciprocate within said cylinder, said sub-piston having a single head located between said combustion chamber and said power-piston, and means for causing said sub-piston and power-piston' to travel at the same rate of speed without relative movement until the sub-piston reaches substantially the end of its iii-stroke, for recalling said sub-piston a short distance in the opposite direction and for holding the same stationary until the power-piston reaches the end of its instroke.

3. An internal combustion engine comprising a cylinder provided with a combustion chamber at one end only, a sub-piston and a. power piston both arranged to reciprocate within said cylinder, said sub-piston having a single imperforate head located between said combustion chamber and said power piston, and means for causing said sub-piston and power pistonto travel at the same rate of speed without relative movement until the sub-piston reaches substantially the end of its in-stroke and for holding the same stationary until the power piston reaches the end of its in-stroke.

il. An internal combustion engine comprising a cylinder provided with a combustion chamber at one end only, an imperforate sub-piston and a power-piston both arranged to reciprocate within said cylinder, said sub-piston having a single head located between said combustion chamber and said power-piston, a crank-shaft, cam-actuated means for controlling said sub-piston, and means pivotally connecting Said power-piston to said crank-shaft.

5. An internal combustion engine comprising a cylinder provided with a combustion chamber at one end only, a sub-piston and a power-piston both arranged to reciprocate within said cylinder, said subpiston having a single head located between said combustion chamber and said powerpiston, a crank-shaft, two cams rotating with said crank-shaft, a bell-crank having its arms coperating with said cams respectively, means pivotally connecting said subpiston with said bell-crank, and a pitman v connecting said power-piston to said crankshaft.

6. An internal combustion engine comprising a cylinder provided with a combustion chamber at one end only, a sub-piston and a power-piston bot'h arranged to reciprocate within said cylinder, said subpiston having a single head located between said combustion chamber and saidV powerpiston, a crank-shaft, two cams rotating with said crank-shaft, a bell-crank having its arms coperating 'with said cams respectively, a motion-reducing connection interposed between said bell-crank and 'said sub-piston, and a pitman connecting said power-piston with said crank-shaft.

7. An internal combustion engine comprising a cylinder provided with a combustion chamber at one end only, a sub-piston and a power-piston both arranged to reciprecate within said cylinder, said sub-piston having a single head located between said combustion chamber and said power-piston, means for causing positive movement of said sub-piston and power-piston at the same initial rate of speed without relative movement and for causing, subsequently, positive relative movement between the same, and means whereby the charge -of fuel and air in said cylinder is transferred under pressure from the space between said sub-piston and power-piston to the combustion chamber, in a plurality of relatively small streams suficiently numerous to effeet such a thorough, intimate and com lete mixing of said charge that substantially complete combustion of the same in the cylinder will result on ignition.

8. An internal combustion engine comprisinfgv a cylinder provided with a combustion chamber' at one end only, a sub-piston and a power-piston both arranged to reciprocate within said cylinder, said sub-piston having a single head located between said combustion chamber and said power-piston, means for causing positive movement of said sub-piston and power-piston at the same initial rate of speed without relative movement and for causing, subsequently, positive relative movement between the same, and means whereby the charge of fuel and air in said cylinder is so thorouglily, intimately and completely mixed during the compression stroke that substantially complete combustion of the saine in the cylinder will result on ignition 9. An internal combustion engine comprising a cylinder provided with a combustion chamber at one end only, a sub-piston and a power-piston both arranged to recip-4 rocate within said cylinder, said sub-piston having a single head located between said combustion chamber and said power-piston, means for causing positive movement of said sub-piston and power-piston at the same initial rate of speed without relative movement and for causing, subsequently, positive relative movement between the same, and means whereby the charge of fuel and air in said cylinder is transferred under pressure from the space between said subpiston and power-piston to the combustion chamber through a relatively large number of passages and forcibly impelled against the cylinder head in a corresponding number of relatively small streams, the number of said passages being sufliciently large to effect such a thorough, intimate and complete miXing of said charge that substanperforatc sub-piston and a power-piston` both arranged to reciprocate within said cylinder, said sub-piston having a single head located between said combustion chamber and said power-piston, and `means for causing positive movement of said sub-piston and power-piston at the same initial rate of speed without relative movement and for causing, subsequently, positive relative movement between the same.

11. An internal combustion engine comprising a cylinder provided with a combustion chambervat one end only, an imperforate sub-piston and a power-piston both arranged to reciprocate within said cylinder, said sub-piston having a single head located between said combustion chamber and said power-piston, rods secured to said subpiston and passing through said power-piston, and means connected to said rods for causing positive movement of said powerpiston and sub-piston at the same initial rate of speed without relative movement and for causing, subsequently, positive relative movement between the same.

12. An internal combustion engine comprising a cylinder provided with a combustion chamber at one end only, a sub-piston and a power-piston both arranged to reciprocate within said cylinder, said sub-piston having 'a single head located between said combustion chamber and said power-piston. a crank-shaft, two cams rotating with said crank-shaft, a belle/rank pivoted at a point in proximity to said crank-shaft and having its arms cooperating with said cams respectively, one of said cams being shaped to communicate the propel' motion to the arm of the bell-cranlr with which it cooperates, and the other cam being so shaped that the two arms are always held positively in contact with their respective cams, means pivotally connecting said sub-piston with said bell-crank and a pitman connecting said power-piston to said crank-shaft. n

An internal combustion engine comprising a cylinder provided with a combustion chamber at one end only, a sub-piston and a power-piston both arranged to reciprocate within said cylinder, said sub-piston having a single head located between said combustion chamber and said power-piston, and means whereby a charge of fuel and air is transferred under pressure from said cylinder to said combustion chamber through a relatively large number of passages and forcibly impelled against a solid body in a corresponding number of relatively small streams, the number of said passages being sufficiently large to effect such a thorough, intimate and complete mixing of said charge that substantially complete combustion of the same in the cylinder will result on ignition.

' 14:. An internal combustion engine comprising a cylinder provided with a combustion chamber at one end only, a sub-piston and a power-piston both arranged to reciprecate within said cylinder, said sub-piston having a single head located between said combustion chamber and said power-piston, and means whereby a charge of fuel and air is transferred'under pressure from said cylinder to said combustion chamber through a relatively large number of passages and forcibly impelled against the cylinder head in a corresponding number of relatively small streams, the number of said passages being suiiiciently large to effect such a thorough,

` intimate and complete mixing of said charge that substantially complete combustion of the same in the cylinder will result on ignition.

15. An internal combustion engine comprising a cylinder provided with a combustion chamber at one end only and having a plurality of fuel passages arranged lengthwise in its bore, said fuel passages extending into said combustion chamber and being sufficiently large in number to effect such a thorough, intimate and complete mixing of a charge of fuel and air passing therethrough that substantially complete combustion of the same in the cylinder will result on ignition, a sub-piston and a powerpiston both arranged to reciprocate within said cylinder, said sub-piston having a single head located between said combustion chamber and said power-piston, and means for causing positive movement of said sub-piston and power-piston at the same initial rate of speed without relative movement and for causing, subsequently, positive relative movement between the same.

16. An internal combustion engine comprising a cylinder provided with a combustion chamber at one end only and having a plurality of fuel passages arranged lengthwise in its bore, said fuel passages extending into said combustion chamber and being suiiiciently large in number vto effect such a thorough, intim-ate and complete mixing of a charge of fuel and air passing therethrough that substantially complete combustion of the same in the cylinder will result on ignition, and a sub-piston and a power-piston both arranged to reciprocate within said cylinder, said sub-piston having a single head located between said combustion chamber and said power-piston. t

17 An internal combustion engine comprising a cylinder provided with acombustion chamber at one end only, a sub-piston and aV power-piston both arranged to reciprocate within said cylinder, said sub-piston having a single head located between said combustion chamber and said powerpiston, and means for causing positive movement of said sub-piston and power-piston at the same rate of speed without relative movement until substantially the end of the out-stroke of the sub-piston, for holding said sub-piston stationary for a period at the end of its out-stroke and for causing, subsequently, positive relative movement between said pistons.

18. An internal combustion enginecomprising a cylinder provided with a combustion chamber at one end only, an imperferate sub-piston and a power pistonboth arranged to reciprocate within said cylinder, said sub-piston having a single head located between said combustion chamber and said power piston, and positive means for causing the sub-piston to travel in contact with the powerpiston during a substantial portion of the power stroke and for causing, subsequently, positive relative movement between said pistons.

19. An internal combustion engine com` prising a cylinder provided with a combustion chamber at one end only, an imperferate sub-piston and a power piston both arranged to reciprocate within said cylinder, said sub-piston having a single head located between said combustion chamber and said power piston, a crank-shaft, and positive means actuated by said crank-shaft for caus-` ing the sub-piston to travel in contact with the power. piston during a substantial portion of the power stroke and for causing, subsequently, positiverelative movement between said pistons.

20. An internal combustion engine com.- prising a cylinder provided with a combustion chamber at Vone end only, an imperforate sub-piston and a power piston both arranged to reciprocate within said cylinder, said sub-piston having a single head located between said combustion chamber and said power piston, and cam-actuated means for causing the sub-piston to travel in contact with the power piston during a substantial portion of the power stroke and for causing, subsequently, positive relative movement between 'said pistons.

21. An internal combustion engine comprising a cylinder provided with a combustion chamber at one end only, an imperforate sub-piston and a power piston both arranged to reciprocate within said cylinder, said sub-piston having a single head located between said combustion chamber and said power piston, a crank-shaft and cam means actuatedby said crank-shaft for causing the sub-piston to travel in contact with the power piston during a substantial portion of the power stroke and for causing, subsequently, positive relative movement between said pistons.

22. An internal combustion engine comprising a cylinder provided with a combustion chamber at one end only, a sub-piston and a power piston both arranged to reciprocate within said cylinder, said sub-piston having a single head located between said combustion chamber and said power piston` and means for projecting said sub-piston beyond explosion position and for recalling it to said position when said power piston has completed its compression stroke.

28. An internal combustion engine comprising a cylinder provided with a combustion chamber at one end only, an imperiorate sub-piston and a power piston both arranged to reciprocate within said cylinder. said sub-piston having a single head located between said combustion chamber and said power piston and means for causing said sub-piston to travel in contact with said power piston during a substantial portion of the power stroke and for causing, subsequently, positive relative movement between said pistons.

24. An internal combustion engine comprising a cylinder provided with a combustion chamber at one end only` an imperiorate sub-piston and a power piston both arranged to reciprocate within said cylinder. said sub-piston having a single head located between said combustion chamber and said power piston and cam-actuated means for causing said sub-piston to travel in contact with said power piston during a substantial portion of the power stroke and for causing, subsequently. positive relative movement between said pistons.

25. An internal combustion engine comprising a cylinder provided with a combustion chamber at one end only. an imperforate sub-piston and a power piston both arranged to reciprocate within said cvlinder. said sub-piston having a single head located between said combustion chamber and said power piston, and means for controlling said sub-piston positively throughout the entire cycle, said means being constructed and arranged to cause said sub-piston to travel in contact with said power piston during a substantial portion ot the power stroke and to cause, subsequently, positive relative movement between said pistons.

26. An internal combustion engine comprising a cylinder provided with a combusv tion chamber at one end only. an imperfo rate sub-piston and a power piston both an ranged to reciprocate within said cvlinder. said subpiston havingr a single head located between said power piston and said combustion chamber, and means for controlling said sub-piston positively throughout the entire cycle and for causing the same to travel in contact with said power piston substantially until the end of the outstroke of Said sub-piston.

27. An internal combustion engine comprising a cylinder provided with a combustion chamber at one end only, an imperforate sub-piston and a power piston both arranged to reciprocate within said cylinder, said sub-piston having a single head located between said power piston and said combustion chamber, and means for controlling said sub-piston positively throughout the entire cycle and for causing the same to travel in contact with said power piston during a substantial portion of the power stroke. f

28. An internal combustion engine comprising a cylinder provided with a combustion chamber at one end only, a power piston, said power piston constituting means for compressing a charge of fuel and air in said cylinder, an imperforate sub-piston having a single head located between said combustion chamber and said power piston and positively controlled throughout the entire cycle, said pistons being arranged to reciprocate within said cylinder and said subpiston to travel in contact with said power piston during a substantial portion of the power stroke, and means whereby said charge of fuel and air is so thoroughly, intimately and completely mixed during such compression that substantially complete combustion of the same in the cylinder will result on ignition.

29. An internal combustion engine comprising a cylinder provided with a combustion chamber at one end only, a power piston, said power piston constituting means for compressing a charge of fuel and air in said cylinder, an imperforate sub-piston having a single head located between said combustion chamber and said power piston and positively controlled fthroughout the entire cycle, said pistons being arranged to reciprocate within said cylinder and said sub-piston to travel in contact with said power piston during a substantial portion of the power stroke, and means whereby said charge of fuel and air during such compression is transferred to the combustion chamber under pressure in a plurality of relatively small streams suiciently numerous to effect such a thorough, intimate and complete mixing of said charge that substantially complete combustion of the same in the cylinder will result on ignition.

In testimony whereof, I have hereunto subscribed my name this 16th day of March, 1916.

FRED HENRY GILE.

Witnesses Gno. K. WOODWORTH, E, B, ToMnINsoN. 

